Compound engine.



No. 731,126. PATENTED JUNE 16, .1903. G. B. PETSGHB.

COMPOUND ENGINE.

APPLIOATION nun JULY 1a, 1902.

no MODEL. 2 sums-sum 1.

THE Nuams vcvcns cu. Puoroumo, w-snluowm o. c.

PATENTED JUNE 16, 1903.

G. B. PETSGHE. COMPOUND ENGINE.

APPLIOATION I'ILED JULY 18, 1902.

2 SHEETS-SHEET 2.

N0 MODEL.

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UNITED STATES Patented June 16, 1903.

PATENT FFICE.

GUSTAV B. PETSOHE, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THESOUTHWARK FOUNDRY & MACHINE COMPANY, OF PHILADEL- PHIA, PENNSYLVANIA, ACORPORATION OF PENNSYLVANIA.

COMPOUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 731,126, dated June 16,1903.

Application filed July 18, l9(l2- Serial No. 116,020. (No model.)

To ail whom it may concern.-

Be it known that I, GUSTAV B. PETsoHE, a subject of the Emperor ofGermany, residing in the city and county of Philadelphia, in the Stateof Pennsylvania, have invented a certain new and useful Improvement inOompound Engines, of which the following is a true and exactdescription, reference being had to the accompanying drawings, whichform a part thereof.

- My invention relates to steam-engines, and particularly that class ofsteam-engines in which the exhaust-steam from one cylinder is led intoand used to actuate the piston in another cylinder, two .cylinders beingthus compounded; but more particularly my invention has reference tothat class of compound engines in which engines or cylinders, usuallycompounded, are also adapted to work independently, and the particularobject of my invention is to provide simple and efficient mechanismwhereby the two engines can be thrown intov compound relations with eachother or made to work independently.

The nature of my improvements will be best understood as described inconnection with the drawings, in which they are illustrated, and inWhich Figure l is an elevation, partly in section, of two compoundengines set to work independently, while Fig. 2 is a similar elevationshowing two engines operating compound. Fig. 3 is an enlarged sectionalview of the valve G, as shown in Figs. 1 and 2, with its appliances,while Figs. 4 and 5 illustrate modified forms of said valve G, alsoadapted for use in and embodying my invention.

A and B are the two engines, which I will refer to, respectively, as thehigh-pressure and low-pressure engines or as the first andsecondengines. A and Bindicatc the steam-chests of the engines.

0 is the steam-supply pipe, leading directly through its extension 0 tothe steam-chest of the first engine and connecting through a branch Cand its connection C to the steamchest of the second engine.

0 is a steam-conduit leading from the exhaust of the first engine,preferably through a reheater, (indicated at D,) to the steam-chest ofthe second engine, the connections being indicated at C and O C and Oare the exhaust-pipes of the first and second engines, respectively.

E is a valve by which the steam-conduit O can be closed; E, a valve orgate by which the steam-conduit O can be closed, and E a valve or gateby which the exhaust-conduit O can be closed.

F and F are regulating-valves controlled by governors, (indicated at Kand K.)

G (see Figs. 1, 2, and 3) is a valve adapted Lo-close the steam-conduit0 when seated on its seat, (indicated at I.) As shown in the abovefigures, this valve is secured to a spindle J, which is operated througha connecting-rod J by a lever J secured to ashaft J from which extends asecond lever-arm J having secured to it a weight J or any equivalentdevice.

H (see Figs. 1 and 2) is a reducing-valve situated in the conduit OReferring to the governor construction illustrated in Figs. 1 and 2, Lis a longitudinally movable and rotatable spindle moving in bearings(indicated at S and S and having secured to it a friction-disk L, whichnormally rests upon a friction wheel N, driven, as shown, by a shaft N,having at its end a pulley, (indicated at N which pulley is driven by abelt N from the main shaft N of the engine. L indicates the ordinaryweights of the governor, to whic'his secured the sleeve L havingattached to it the grooved collar L, which through a lever M andconnecting-rod M actuates the throttle-valve spindle M of eitherthrottle-valves F or F. Zindicates the lower end of the governorspindle,and Z a collar around the spindle situated below the grooved collar L 0is an adjusting-screw moving in a threaded bearing S and actuated by ahand-wheel O.

In the construction shown in Fig. 4 a hinged valve G is shown, which isadapted to seat itself on a seat I in the conduit C and is hinged on aspindlej from which extends the lever-arm j, having a weightj attachedto it.

In the modification shown in Fig. 5 a cylindrical valve is provided inthe conduit 0 having openings 1 and the piston-valve G is provided toniovein this cylindrical valveseat, said valve being attached to aspindle J, actuated like the similarspindle in Fig. 3 by aconnecting-rod J.

In the position shown in Fig. 1 the valves E and E are open, so thatsteam can pass from the conduit 0 through the branches 0 and G to thesteam-chests of both engines. The valve E in the exhaust-conduit C isalso open, so that the first engine A can exhaust into this conduit, andthe valve G is seated so as to cut off the passage of steam through theconduit 0 The governors K and K are also both indicated in operativeposition. It will be noticed that the valve G is in the in dicatedposition held to its seat with a certain pressure due to the weight J onthe lever-arm J andthat the steam delivered to 'the high-pressure engineB is properly re duced in pressure by passing through the reducing-valveH and that a certain desirable reserve of steam for the low-pressure orlarge cylinder engine is provided in the reheater D, the pressure ofthis steam acting, in addition to the weight J to hold the valve Gseated. Obviously the two engines in this adjustment'will work entirelyindependent of each other. When it is desired to combine the two enginesA and B, the valves E and E are closed, as indicated in Fig. 2. Theexhaust steam then from the first or high-pressure engine A passes intothe conduit C and lifts the valve G from its seat I. The liftingof thevalve bythe steam throws the weigh ted lever J to somewhat beyond avertical position, whereupon this weight causes it to move over to theposition indicated in dotted lines in Fig. 3. In the position shown inFig. 2 this motion of the weighted lever resulting in a still furtherelevation of the valve G above its seat and in locking and holding thevalve in elevated position. The engines then work as a compound engine;but, as will be readily understood, it is no longer necessary ordesirable that each engine should be provided with an independentgovernor, and consequently one of the governors should be thrown out ofoperation and the valve controlled by it set to some determined andproper point. This in the construction I have indicated is accomplishedby the simple expedient of screwing up the screw 0 by means of itshand-wheel O, the said screw abutting against the lower end Z of thespindle L and raising the spindle until the friction-disk L leavescontact with the frictionwheel N, which at once disconnects the governorfrom the moving parts of the engine by which it is normally driven. Theadjustment of the throttle or other valve controlled by thisdisconnected governor is also, in the construction I have indicated,effected by the screw 0, the spindle having secured to it a collar orother device, (indioatedat Z,) which,

as the spindle is elevated, carries with it the sleeve and collar L andL and through the collar actuates the lever M and rod M, which, asalready explained, is connected to the regulating-valve. Thisgovernorand the devices by which it is thrown into and out of operationare not'broadly claimed in this application, but form the subject-matterof another application'for Letters Patent, filed July 18, 1902, SerialNo. 116,019.

In place of the valve G (shown in Figs. 1, 2, and'3) other modifiedforms of valves having the same capacity for action may be used. Forinstance, in Fig. 4 Ihave shown ahinged valve having attached to itshinged spindle the weighted lever j. This valve is lifted from its seatby the exhaust-steam, and after the weighted lever has passed thevertical position its weight causes it to move still farther downward,raising the valve entirely out of the conduit, as is shown in fulllines, the closed position of the valve being shown in dotted lines.

In Fig. 5 the same principle is shown as applied to a piston-valve, theconnecting-rod J being connected, as in Fig. 3, the valve being,when theengines are not com pounded, in the lower part of the casing I and beingraised by the pressure of steam when the engines are connected to workcompound. The weighted lever J, as in the case of the valve shown inFig. 3, will raise the valve to the position shown in full lines in Fig.5. The conduit 1 indicated in this figure has simply the function ofmaintaining the pressure above the valve at the same point as below thevalve when the valve is in elevated position.

Having now described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. The combination with two steam engines of a steam-conduitleading fromthe exhaust of the first to the admission of the second, a valve in saidconduit adapted when seated to prevent passage of steam from thevalve-box of the second to the exhaust of the first engine and to belifted from its seat by the passage of the exhaust-steam from the firstto the second, a retainingdevice operating to hold the valve open whenraised by the exhaust-steam, an independent valve-controlledexhaust-passage from the first engine, and an independentvalve-controlled highpressure steam-conduit leading to the secondengine.

2. The combination with two steam-engines of a steam-conduit leadingfrom the exhaust of the first to the admission of the second, a valve insaid conduit adapted when seated to prevent passage of steam from thevalve-box of the second to the exhaust of the first engine, and to belifted from its seat by the passage of the exhaust-steam from the firstto the second, a device, set in operation by the opening of the valve,acting to further open and to retain the valve in open po- IOC sition,an independent valve-controlled ex-v haust-passage from the firstengine, and an independent valve-controlled high-pressure steam-conduitleading to the second engine.

3. The combination with two steam-engines of a steam-conduit leadingfrom the we haust of the first to the admission of the second, a valvein said conduit adapted when seated to prevent passage of steam from thevalve-box of the second to the exhaust of the first engine, and to belifted from its seat by the passage of the exhaust-steam from the firstto the second, mechanism arranged to press the valve to its seat and tobe overcome by steam-pressure tending to raise the valve, said mechanismbeing adapted also to further open and hold open the valve after it hasmoved beyond a certain point, an independent valve controlled exhaustpassage from the first engine, and an independent valve-controlledhigh-pressure steam-conduit leading to the second engine.

4. The combination with two steam -engines of a steam-conduit leadingfrom the exhaust of the first to the admission of the sec ond, a valvein said conduit adapted when seated to preventpassage of steam from thevalve-box of the second to the exhaust of the first engine, and to belifted from its seat by the passage of the exhaust-steam from the firstto the second, a retaining device operating to hold the valve open whenraised by the exhaust-steam, a reheater set in the conduit between thevalve and the second englue.

5. The combination with two steam-engines of a steam-conduit leadingfrom the exhaust of the first to the admission of the second, a valve insaid conduit adapted when seated to prevent passage of steam from thevalve-box of the second to the exhaust of the first engine, and to belifted from its seat by the passage of the exhaust-steam from the firstto the second, a retaining device operating to hold the valve open whenraised by the exhaust-steam, an independent valve-controlledexhaust-passage from the first engine, an independent valve controlledhigh pressure steam-conduit leading to the second engine, and areducing-valve in said high-pressure conduit.

6. The combination with two steam engines of a steam-conduit leadingfrom the exhaust of the first to the admission of the second, a valve insaid conduit, adapted when seated to prevent passage of the steam fromthe valve-box of the second to the exhaust of the first engine and to belifted from its seat by the passage of the steam from the first to thesecond engines, a pivoted lever J connected with said valve, meansacting on said lever and acting to draw it to either of its extremepositions after it has passed a neutral line corresponding to apartially-opened position of the valve.

7. The combination with two steamengines of a steam-conduit leading fromthe exhaust of the first to the admission of the second, a valve'in saidconduit adapted when seated to prevent passage of steam from thevalve-box of the second to the exhaust of the first engine, and tobe-lifted from its seat by v the passage of the exhaust-steam from thefirst to the second, a retaining device operating to hold the valve openwhen raised by the exhaust-steam, an independent valvecontrolledexhaust-passage from the first engine, an independent valve-controlledhighpressure steam-conduit leading to the second engine, a governor foreach engine adapted to be operated by a moving part of the engine, andto operate a regulating-valve,- and means whereby one of said governorscan be disconnected from the moving part of the engine and whereby itscontrolled regulatingvalve can be set to any required point.

GUSTAV B. PETSOHE. Witnesses:

CHAS. F. MYERS, D. STEWART.

